Internal combustion engine electric unit



March 28, 193.9. A. BRUNNER INTERNAL COMBUSTION ENGINE ELECTRIC UNITFiled Feb. 5, 1937 2 Sheets-Sheet l INVENTOR ATTORNEYS March 28, 1939.

A. BRUNNER INTERNAL COMBUSTION ENGINE ELECTRIC UNIT' Filed Feb 5, 1937 2Sheets-Sheet m w R N mw N ATTORN EYS Patented Mar. 28, 1939 UNITEDSTATES PATENT OFFICE Adolf Brunner, Winterthur, Switzerland, assignor toSulzer Freres, Socit Anonyme, Winterthur, Switzerland ApplicationFebruary 5, 1937, Serial No. 124,343 In Switzerland February 12, 1936 4Claims.

This invention relates to internal combustion engine-electric powerunits and has for its object the provision of certain improvements inapparatus of this type. The unit of the invention comprises incombination, an internal combustion engine, means'whereby the engine canbe set to operate at different speeds, and automatic control apparatuswhich tends to maintain the engine torque approximately constant for anygiven speed.

In a power unit according to the present invention, inter-connectingmeans are provided between a speed setting device for setting the enginespeed and a device for regulating the fuel supply to the engine, so thatwhen the speed setting is altered the fuel supply is at the same timemodified accordingly, thus anticipating the action of the automaticcontrol apparatus on the fuel supply.

Adjustment may be transmitted from the speed setting device through theinterconnecting means to the fuel supply regulating device, oradjustment may be transmitted from the fuel regulating device throughthe interconnecting means to the speed setting device.

The automatic control apparatus may be connected through lever and linkmechanism to the fuel regulating device and the speed setting deviceacts through the interconnecting means on the lever and link mechanismso as to alter the characteristics thereof. Thus, for example, theautomatic control apparatus may be connected through a floating lever tothe fuel regulating device, and the speed setting device acts throughlever so as to cause bodily adjustment of the normal fulcrum thereof.

Four arrangements, each embodying the invention, are illustrateddiagrammatically and by way of example in the accompanying drawings, inwhich Figure 1 shows one arrangement;

Figure 2 is a longitudinal section, on an enlarged scale, through onecylinder of the multicylinder fuel pump included in Figure 1;

Figure 3 shows, on a larger scale, the arrangement of the control edgeson the pump 'plunger included in Figure 2 Figure 4 illustrates amodified arrangement;

Figures 5 and 6 show respectively two further arrangements according tothe invention; and

Figure 7 is a vertical section, on an enlarged scale, through one of thecylinders of the fuel pump included in Figure 6,

In the arrangement shown in Figure 1, the inthe interconnecting means onthe said floating ternal combustion engine I, which is of thefuelinjection compression-ignition type, drives a main electricgenerator 2 which supplies current to the traction motors 3 of aDiesel-electric vehicle, the

engine I also driving an auxiliary current gener-' ator 4 which suppliesthe excitation current for the main generator 2. The crankshaft 5 of theengine I drives a gear 6 coupled to a pump camshaft I from which thedrive is also transmitted through a gear 8 to a centrifugal governor 9.

The engine torque is controlled by automatic control apparatus includingthe governor 9 whose sleeve II! is connected to a floating lever IIwhich operates a piston valve l2 for controlling a supply of pressuremedium to a servo cylinder l3 containing a piston 14. The lower end l5of the rodof the piston 14 is pivotally connected to one arm of a.

floating bell-crank lever 16, the other arm of which isconnected-through a link 11 to a longitudinally movable fuel regulatingdevice 18 whereby the delivery of fuel from the pump l9 to the severalcylinders of the engine is regulated. The lower end l5 of the rod of thepiston l4 constitutes an integral extension of an upper portion 20 whichis extended at'2l above the piston. The extension 2| is connected to alever 22 which operates a piston valve 23 for controlling a-supply ofpressure medium to a servo-cylinder 24, the lever 22 being pivoted on afixed part 25. The excitation current of the main generator 2 iscontrolled by a resistance 26 the. effective value of which is regulatedby a rheostat arm 21 connected to the servo-piston 28 arranged withinthe cylinder 24. Upward or downward movement of the piston valve 23 thuscauses pressure medium to be delivered from a supply port 29 to thecylinder 24 either above or below the piston 28, thereby increasing ordecreasing the effective value of the resistance 26 so as to decrease orincrease the excitation current of the generator 2.

The governor 9 is opposed by a spring 30 against the upper end of whichbears a piston 3| movable within'a cylinder 32. For the purpose ofaltering the speed at whichthe engine is to 0perate, the tension ofthespring 30 is adjusted by means of a speed setting device 33 connectedthrough a bevel pinion 34 to a bevel pinion 35 journalled in a fixedplate 36 carried by the cylinder 32. A screwthreaded shaft 31 bears atits lower'end on the piston 3l and cooperates with 1 an internalscrewthread of the bevel pinion 35,

As thus far described, the automatic control apparatus including thegovernor 9, servo-motors l3 and 24, resistance 23 and fuel regulatingdevice l8, tends to maintain the engine torque constant at any givenengine speed as set by the device 33.

The pivot 39 of the floating bell-crank lever I6 is connected through arod 40 to a point in the length of a lever 4| connected at one end to afixed pivot 42 and at its other end to an extension 43 of the spindle31. The bell-crank lever i6, rod 49 and lever 4| thus togetherconstitute mechanism interconnecting the speed setting device 33 and thefuel regulating device 18 so that when altering the speed setting fromone engine speed, say, the minimum speed 114 to another speed, say, ahigher speed, such, for example, as the maximum speed 114, thebell-crank lever I6 is also ad- J'usted so as to efiect at the same timeadjustment in the fuel supply to the engine, thus tending to anticipatethe action of the automatic control apparatus on the fuel supply.

In Figure 1 the parts of the automatic control mechanism and theassociated interconnecting mechanism are in the positions which theywill occupy when equilibrium has been established between the load onthe engine I and-the quantity of fuel injected at each injection stroketo each of the engine cylinders. If now the load on the generator 2 isaltered, say increased, the engine speed will fall so that the weightsof the governor 9 will move inwardly-and the lever II will thus beturned in the counter-clockwise direction about the point 45 which liesbetween the upper part 20 and lower part I! of the rod of the piston 14.The piston valve 12 is thus moved downwardly so that pressure medium isadmitted from a supply port 44 to the servocylinder I 3 beneath thepiston H which is thus raised. The piston valve 23 is therefore liftedso that pressure medium is admitted from the supply port. 29 to theservo-cylinder 24 above right to increase the quantity of fuel injectedby the pump IS, the downward movement of the piston 28 causes theexcitation current of the generator 2 to be decreased. The load on theenglue is thus reduced and the input increased.

The speed of the engine I will therefore rise again and the sleeve IIIof the governor will turn the lever ll about the pivot 45 in theclockwise direction so that the valve i2 is raised and pressure mediumis admitted to the cylinder [3 above the piston l4. When the piston [4reaches the position shown in Figure 1, that is to say, a distance afrom a stop 45 provided in the head of the cylinder 13, the valve 23will be in the central position shown and the effective value of theresistance 26 will thus remain unaltered. At the same time the fuelregulating device I3 will have been returned to ,its normal position andthe fuel delivery to the engine will be restored to the valuecorresponding to the engine torque existing prior to the commencement ofthe regulation. The valve !2 is also returned by means of the lever IIto the central position shown in so far as the desired engine speed isobtained. If now the engine i can deal with the load at the torque setfor the given engine speed, the state of equilibrium will be maintained.Otherwise, the rheostat arm 21 will again be adjusted either further toincrease the effective value of the resistance 26 or to reduce thisvalue as may be desirable to meet further variations.

When the load on the engine is reduced, regulation of the excitationcurrent of the generator 2 and of the fuel regulating device I 8 willtake place in the opposite sense to that above described, the excitationcurrent being increased until the valve 23 and the piston I4 arereturned to their central positions shown. In the event of large orrapid increases or decreases in the load on the engine, the governor maytend to hunt but the resulting oscillation of the governor sleeve 10will rapidly die down until the sleeve again reaches the position ofequilibrium shown.

The said position of equilibrium of the governor sleeve ID will be inaccordance with the characteristics of the mechanism connectingthissleeve to the piston l4 whose position of equilibrium is in turndetermined by the characteristics of the mechanism connecting thispiston to the valve 23. Difierent torques and fuel charges can thereforebe set for diiferent set speeds by altering the characteristics of themechanism connecting the governor sleeve l0 and the fuel regulatingdevice I8. To this end, in the construction shown in Figure 1, theposition of the pivot 39 is shifted bodily so as in effect, to alter theeffective length of the lower part i5 of the rod of the piston 14. Thepositions of the sleeve [0 and piston l4 corresponding to loadequilibrium remain, however. the same as shown in Figure 1.

If, for increasing the engine speed, the speed setting device 33 isadjusted so as to increase the effective tension of the loading spring39 by lowering the piston 3|, the lever 4| will be turned in thecounter-clockwise direction about the pivot 42 whereby the pivot 39would be moved bodily downwards. The fuel regulating device I8 will thusbe moved to the right as viewed in the drawings, so as to increase thesupply of fuel to the engine l thus tending to anticipate the automaticcontrol of the governor 9. The engine I will'now be accelerated inadvance of the load regulation effected by the servo-piston 23. Owing tothe increased tension of the spring 30, the weights of the governor 9will temporarily move inwardly, since the engine speed has not as yetrisen. The sleeve in will therefore move downwardly and the piston Mwill move upwardly so that the bell-crank lever IE will be turned in thecounter-clockwise direction about the pivot 39, thus producing a furtherincrease in the fuel supply to the engine, provided that the load on thegenerator 2 has not already been altered in such a manner thatmodification of the excitation current is not required. The upwardmovement of the piston 14 will move the valve 23 upwardly and cause thepiston 28 to be moved downwardly, thereby increasing the effective valueof the resistance 26 and reducing the excitation current of thegenerator 22.

when the speed of the engine i has reached the desired value, and theexcitation of the generator 2 has been correspondingly reduced, thepiston I4 will be returned to its normal position shown and the governorHi to the position 'of equilibrium. Since, however, the new position ofthe pivot 39, that is to say, of the lower arm of the bell-crank leveri6 between the minimum fuel setting 0 and the maximum fuel setting X hasbeen altered, the effective stroke of each fuel pump l9 will also havebeen changed. Therate of such change will be dependent upon thecharacteristics of the interconnecting mechanism between the speedsetting device 33 and the fuel regulating device l8, so that by suitableconstruction of this mechanism the reduction of the delivery efficiencyof the fuel pump, due to the fuel control directly effected by the speedsetting de vice, 33, is compensated for. The arrangement may be suchthat on the speed setting being increased the engine torque is eitherincreased or reduced. 7

It will be seen that with the construction above described, for rapidsetting of the new load, the direct action of the speed setting deviceon the centre of rotation of the bell-crank lever 16, that is to say, onthe fuel regulating device I8, is of considerable importance for theoperationof the engine. Thus, the advantages obtained with accelerationor deceleration of the engine I are effected substantiallysimultaneously with alteration in the speed setting by means of thedevice '39, that is to say, so as to tend to anticipate the action, onthe fuel supply, of the automatic regulating apparatus. The regulationof the fuel supply to the engine necessitated by a change in the speedsetting is thus effected without the lag which would otherwise beintroduced by the automatic control apparatus. With this arrangementtherefore, control of the engine is not delayed until after the load onthe main generator 2 has been modified, since the new position ofequilibrium on the input side of the power unit will be obtainedsubstantially simultaneously with that on the output side, that is tosay, the generator 2.

The maximum load or overload which can be set by the piston'l4 ispositively determined by the stop 46. If at the maximum speed setting ofthe engine I the overload is thus limited to a given value, the overloaddetermined by the stop 46 will be smaller at a lower speed, that is tosay, at a higher position of the pivot 39. The overload for any enginespeed will therefore bear approximately the same relationship to thenormal load for that engine speed, that is to say, the ratio of themaximum load at any given engine speed to the normal load at that speedwill be the same for all engine speeds. For the purpose of varying thisratio, means may be provided for adjusting the position of the stop 46.

In Figure 1 the governor 9 is connected to the fuel regulating device l8and valve 23 only indirectly, that is to say, by means of the servomotor[3. If desired, however, the governor may be connected directly to theseparts by omitting the servo-motor I3 and mounting the pivot 41 on afixed part, with the end 45 of the lever H connected directly to theleft-hand end of the lever '22. The operation of the automatic controlapparatus will then remain substantially the same but the gain in timeby the direct control of the fuel regulating device l8 from the speedsetting device 33 will be less and will be represented mainly by the lagdue to the inertia of the governor weights. The action of the stop 46will, however, remain unaltered, that is to say, even with this directcontrol from the governor 9 the degree of overload available at lowspeeds will be less than at high speeds.

The manner in which the fuel regulating device l8 controls the fuelsupply to the engine may vary to suit requirements. For example, thefuel regulating device l8 may vary the time during which a suction valveof each fuel pump is maintained open at thecommencement of the deliverystroke or the timing of a spill valve operated tolustrated in Figures 2and 3 may be employed} this arrangement being described and claimed incopending Patent application No. 124,342, filed February 5, 1937.

In the construction shown in Figure 1 the cam shaft 1 is furnished withfour cams 48 each of which transmits reciprocating movement to a pumpplunger 49 through a tappet roller 50 and cylindrical guide 5i, eachplunger being returned on its suction stroke by a spring 53. During thesuction stroke of the plunger 49 fuel is drawn in through a suction port54 and, during the delivery stroke of the plunger, the fuel charge isdelivered past a non-return, valve 55 to the corresponding enginecylinder. The plunger 49 is provided with two inclined control edges 56and 51 so that when, during the suction stroke of the plunger, thecontrol edge 56 uncovers the suction port 54 fuel is drawn through thisport into the working chamber 59 of the pump and, when, during thecompression stroke of the plunger, the control edge 56 again covers thesuction port 54 injection of the fuel commences. Injection is continueduntil the control edge 51 passes over the suction port 54 whereupon theremainder of the fuel within the compression chamber 59 flows backthrough a groove 58 in the plunger to the suction port 54. The controledge 56 thus determines the point in the plunger stroke at whichinjection commences whereas the control edge 51 determines the point inthe plunger stroke at which the injection is terminated.

In Figure 3 the relative arrangement of the control edges 56 and 51 andthe suction port 54 is indicated. In this figure the plunger 49 is inthe position which it occupies shortly after the commencement of fuelinjection, that is to say during the delivery stroke of the plunger. Thelines b1, b2, b3, and b4 indicate four rotational positions of theplunger 49 with respect to the suction port 54. Thus, with the plungerin a rotational position in which the point of intersection of the lineIn with the control edge 56 is in alignment with the suction port 54 thecommencement of fuel injection will be delayed until a length 0 at theupper end of the plunger has passed over the suction port 54. If now theplunger 49 is rotated until the point of intersection of the line Inwith the control edge 56 is in alignment with the suction port 54injection will commence slightly earlier, the earliest injection beingobtained by turning the plunger 49 until the point of intersection ofthe line In with the control edge 56 is in alignment with the suctionport 54'.

The distance d between the upper limit of the suction port 54 and thepoint of intersection b1, towardsthe position b4.

For the purpose of imparting the necessary rotation tothe plungers 49the fuel regulating device 3 is in the form of a rack which engages atoothed rim on a sleeve 60 slotted at its lower end so as to make asplined engagement with a cross member 6| carried by the plunger 49.Thus, when the fuel regulating member or rack I8 is moved to the rightas viewed in Figure 1, each 01' the plungers 49 of the pump is is turnedin the direction of the arrow 62 in Figure 2. Each plunger will thus beturned, say from the position In shown in Figure 3, towards the positionb; so that the commencement oi. injection will be advanced relatively tothe corresponding engine crank and, at the same time, the termination ofthe injection period will be retarded. Referring to Figures 2 and 3,when the plunger 49 is in the rotational position corresponding to theline In fuel will be injected during the crank angle (:1, the rotationalpositions of the plunger 49 corresponding to the lines b2, b3 and b4resulting in fuel injection corresponding to the crank angles or, an, atof the cam 43.

It will therefore be seen that as the speed setting device 33 is movedto increase the speed setting from a low speed 111 towards a high speed114 the pivot 39 of the bellcrank lever 16 is simultaneously lowered andthe fuel supply to the engine is thus modified independently of thegovernor 9, the lower arm of the bell crank lever I6 being turned fromthe low fuel supply position (I towards the high fuel supply position X,each of the plungers 49 being simultaneously rotated from a positioncorresponding to minimum fuel injection towards the maximum fuelinjection position corresponding to the line in and cam angle :14.

Figure 4 illustrates a modified arrangement in which lost motion isprovided between the speed setting device 33 and the interconnectingmechanism through which this is connected to the fuel regulating device.To this end a cylindrical casing 63 is pivotally connected at 64 to thelever 4| and the extension 33 is provided with a head 65 which acts onthe upper end of a spring 66 whose lower end bears against an annularfiange formed within the casing 63 which itself cooperates with a stop81 formed at the upper end 'of the cylinder 32. Thus, though adjustmentof the speed setting device 33 to increase the speed setting from a lowspeed 111 to higher speeds n: and m will result in simultaneousadjustment of the fuel regulating device l8 as above described, furtheradjustment of the device 33 to increase the speed setting above thevalue 11: will result in the spring 66 being compressed since the casing63 will then bear against the stop 61. In this way direct adjustment ofthe fuel supply to the engine by adjustment of the device 33 will nottake place at speed settings above the value 12:.

In the constructions above described the ratio of movement of the fuelregulating device It! to the movement of the spindle 31 is depend-- enton the characteristics of the interconnect ing mechanism 4!, 40 and Hi.If desired, however, the construction may be modified so that the ratioof the fuel setting to the speed setting may vary in accordance with apredetermined requirement. Thus, for example, instead of the change inthe fuel supply due to adjustment of the device 33 being proportional tothe change in the speed setting, that is to say following a straightline, the relationship between these control values may be different.One such arrange--- ment is shown by way of example in Figure 5 in whicha cam member 58 is slidable along a fixed plane 69 and is connectedthrough a bell crank lever 10 to the extension 43. Movement istransmitted from the cam member 38 to a tappet roller 'H at the upperend of the rod 40. The roller TI is maintained in engagement with thecam member 68 by means of a spring 12 whose lower end bears against aguide 13 for the rod 40.

The law governing the relationship between the alteration in the speedsetting and the resulting direct adjustment of the fuelsuppiy may bedetermined as desired by employing cams of different characteristics.Thus, if desired, the cam member 63 may be such that when the device 33is adjusted to increme the speed setting the rod 40 is actuated so as toreduce the fuel supply'to the engine, instead of an increase ingthespeed setting by means of the device 33 resulting in the movement of therod l0 such as to increase the fuel supplied to the engine.

Though in the constructions above described the speed setting device 33acts through. interconnecting mechanism on the fuel regulating device,the arrangementmay be such that the speed setting device is controlledfrom the fuel regulating device. One such arrangement is illustrated byway of example in Figures 6 and springs which can be rendered operativesuccessively to increase the speed setting. The supply of power foroperating a piston 74 is controlled by a shaft 15 actuated by aregulating handwheel 16. The governor 9 is opposed by three springs 11,13 and 19, the sleeve in of the governor bein connected through arocking lever 30 and link 81 to the piston valve 23 for regulating theexcitation current to the generator 2 in the manner described above. Therocking lever is also connected through a link 82 and crank 33 to ashaft 84 carrying four eccentrics B5 each of which controls a bifurcatedlever 35. The bifurcated end of each lever 85 cooperates with a rockinglever 81 pivotally connected to the corresponding pump plunger 88.During the suction stroke of the plunger 88 fuel is drawn into the pumpchamber past a suction valve 39, the point in the delivery stroke of theplunger 88 at which the corresponding lever 85 raises the valve 39 toterminate the injection being controlled not only by I thecorrespondingeccentric 85, but also in accordance with the position of a plunger 90which is connected at 9! to the lever 31 and thus determines theposition of the pivot 92 at the bifurcated end of the lever 86.

In the event of the load on the power unit altering, say increasing dueto an increase in the load on the generator 2, the speed will tend tofall so that the governor sleeve 10 will drop whereby the eccentrics 85will be turnedin the clockwise direction as viewed in Figure '7. Thecentre of rotation of each of the levers 86 will thus be lowered therebytending to cause the suction valves 39 to be closed later in thedelivery stroke of each of the plungers 8B, the quantity of fuelsupplied to the engine being thus increased. At

the same time the valve 23 is raised so that'the piston 28 movesdownwardly and the efiective value of. the resistance 25 is increasedthereby decreasing the excitation current of the generator 2. When theposition of equilibrium is again reached the sleeve ii), valve 23 andeccentrics 85, will be restored to their central) positions shown.

With the parts as shown in Figure 6 the piston I4 is in its fully raisedposition so that the governor 9 is opposed only by the spring 11, thatis to say the speed setting is a minimum. when it is desired to set ahigher engine speed the handwheel I6 is rotated in the clockwisedirection as Viewed from above so that the shaft 15 raises the plunger90 from the position shown at I to the position II and thus not onlyincreases the fuel supply to the engine but also causes a contact member93 to connect the positive conductor shown in Figure 'I to a conductor94. Current is thus supplied to a relay 95 which turns a valve 96 so asto cause pressuremedium to be suppliedfrom a supply pipe 91 into anannular cylinder above a piston 98 which is thus moved down until itengages a stop 99 and also an annular flange I00 at the lower end of thepiston I4. The piston I4 is thus moved downwardly so as not only toincrease ,the effective tension of the spring 'I'I but also to renderthe spring 18 operative, the governor now being opposed by both thesprings I1 and I8 for a higher speed setting. By further rotation of thehandwheel I6 in the direction above indicated so as to raise the plunger90 from the position II to the position III the fuel supply is againincreased and the contact member 93 connects the positive conductor alsoto a conductor IOI so as to energize a relay I02. A valve I03 is thusturned so that pressure medium is supplied from a pipe I04 to thecylinder above the piston I4. The piston I4 is thus moved down until theflange I00 thereon engages the stop 99. The governor 9 is now opposed byall the three springs 11,-" and 19 for the maximum speed setting.

For each speed setting the apparatus operates as above described tocontrol the excitation of the main generator, the parts returning totheir central position of equilibrium after the regulation necessitatedby the alteration in the speed setting.

It will be seen that when the speed setting is to be altered this iseffected substantially simultaneously with a corresponding alteration inthe fuel supply to the engine since alterations in the speed settingdevice are effected by the plunger 90 which, in this construction,constitutes a direct fuel regulating device. In the event therefore ofan increase in the speed setting the supply of fuel to the engine issimultaneously increased to give the necessary engine acceleration, thusanticipating the fuel regulation effected by the governor which takescare of the regulation of the excitation current for the generator.

While in known arrangements the speed setting device and that forcontrolling the excitation current 'to the main generator areinterconnected so that a given torque is obtained for each speed set soas to tend to ensure smooth running at low speeds by injecting a smallerquantity of fuel, in accordance with the present invention not only canthe torque be maintained lower at low engine speeds, but in addition thedegree of overload available may differ at different engine speeds.

Instead of controlling the fuel supply to the engine by rotating thepump plunger, each plunger may reciprocate within a sleeve which powerunit as is itself rotatable about the longitudinal axis of the plungerand is furnished with the necessary control edges or ports. The use of apump in which the commencement and also the termination of injection aresimultaneously regulated is advantageous in that not only the enginespeed,

torque and commencement of injection are simultaneously adjusted butprimarily because owing to the limitation of the degree of overload atlower engine speeds, the timing of the commencement of each injectionwill be in accordance with the quantity of fuel injected.

Though in the construction described the automatic control apparatusincludes a governor of the centrifugal type a hydraulic governor may beemployed. For example the shaft 1 may drive a pump which supplies liquidpressure medium to a piston opposed by the spring 30 and to which thelever II is connected.

It will be understood that the constructions above described are givenby way of example only and that details may be modified. For example,instead of the speed setting device comprising a piston such for exampleas the piston 3| or I4 for determining the loading of the governor, anyother suitable means may be employed for this purpose. This also appliesto the apparatus for determining the fuel supplied to the engine, thatis to say instead of the rack I9 in Figure 1 or the shaft I5 in Figure6, other suitable means may be employed whereby adjustment of the speedsetting causes at the same time substantially direct adjustment of thefuel sup- I claim:

1. In an internal combustion engine-electri power unit, the combinationwith a fuel-injection compression-ignition type engine of an electricgenerator driven thereby, a fuel pump for the injecting of fuel into theengine, a speed setting device operatively connected to the pump forsetting the speed at which the engine will operate, and regulating meansin engagement with the pump for regulating the quantity of fuel injectedinto the engine and the timing of injection.

2. An internal combustion engine-electric power unit as claimed in claim1, in which automatic control apparatus is connected with the pump andthe speed setting device, and means are provided whereby the speedsetting device and the automatic control apparatus may separatelycontrol the supply of fuel to the engine.

3. An internal combustion engine-electric power unit as claimed in claim1, in which a fuel regulating device is in engagement with the pumpcontrolled by the speed setting device for regulating the timing ofcommencement of fuel injection, and automatic control apparatus isconnected to a second fuel regulating device for regulating the timingof ending the fuel injection.

4. An internal combustion engine-electric claimed in claim 1, in whichthe pump comprises a rotatable plunger mounted within a sleeve, saidplunger leaving control edges which determine the timing of injectionand quantity of fuel injected.

ADOLF BRUNNER.

